Railroad signaling.



No. 831.376. PATENTED SEPT. 18, 1906.

P. J. PORTMAN. RAILROAD sI-GNA'LING.

` APPLICATION FILED `JULYS, 1905.

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. P. J. PORTMAN.

RAILROAD SIGNALING.

APPLIOATION FILED JULY 1905.

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UNITED STATES PATENT OFFICE.

RAILROAD SIGNALING..

Specification of Letters Patent.

Patented Sept. 18, 1906.

Application filed July 6,1905?. serai No. 268,511.

To a/ZZ whom, it rma/y concern.-

Be it known that I, PETRUS JOHANNES PORTMAN, a subject of the Queen of the Netherlands, residing at Amsterdam, Netherlands, have invented a certain new and useful Apparatus for Railroad Signaling, of which the following is a specification.

The invention relates to apparatus for railroad signaling; and it consists in the provision of improved means for automatically safeguarding railroad traiiic, together with controlling apparatus for same, with the object of dispensing with the necessity for depending upon the watchi'ulness of employees to the extent that such appliances as at present used necessitate.

The present invention consists in an automatic method of signaling which employs an acoustic signal and will not only warn the engine-driver of impending danger, but also enable the proper working of the appliance to be controlled wherever desired. The principle on which this invention is based is the excitation of an electric current in a conductor by means of a suitable generator, such as a magneto-machine, through the completion of the circuit, which latter takes lace as soon as anything goes wrong in any part of the system and which is also utilized for purposes of control, for directly the circuit is completed a bell joined up in the circuit is set ringing.

The conductor is carried above ground and may be disposed either overhead or immediately between the rails. Connection is established between this conductor and a current-conductor on the locomotive by means of a bow-trolley, and the rails are used in place of a Areturn-wire. On the locomotive is also mounted a magneto-machine, which is actuated either from one of the axles by a belt or train of gearing or set in motion by a small steam-turbine. There is also an electric bell.. As soon as the overhead or other conductor is put into communication by any means with the track the circuit is completed.

The main conductor may be uninterrupted in stations, bridges, points, and like places, a supplementary conductor being provided at such points and 'forming with the main conductor a double line for a certain distance, and contacts are iitted to such bridges, points, or barriers and are connected with said supplementary conductors, so that should a swing-bridge be opened or the gates level crossing be unfastened,

or if a switch cannot be traversed in a certain direction, then the supplementary conductor appertaining thereto is connected with the track. It a train enters this section of the railroad-track, the current-circuit of the magneto-machine on the locomotive is completed, a current is induced in the current-conductor, and the bell rings. The supplementary conductor must be of surficient length to give the driver time to bring his train to a standstill at a suitable distance from the bridge, crossing, or switch.

The engine-driver hears a continuous ringing of the bell when the track is obstructed, but only a short ring, which is produced by the control apparatus and repeated at regular intervals, if the way is clear and the signaling apparatus is in good order up to the next railroad-station, block-station, signalbox, or the like. Each railroad -station, block-station, signal-box, or the like is provided with a control apparatus which automatically brings the local, main and supplementary conductors into successive momentary connection with the track.

The method of operating this system in railroad Work is illustrated diagrammatically in the accompanying drawings, Figure 1 representing a locomotive iitted with the necessary appliances or this method of signaling, the main conductor being carried overhead, Fig. 2, a diagrammatic plan of the arrangements at a railroad-station; Figs. 3 and 4, similar views illustrating junctions leading from each line to the other, with points or switches g Fig. 5, an ordinary arrangement of points; Fig. 6, a crossing without points; and Fig. 7, a diagram of the control apparratus. y

The main conductor l is completely insulated and mounted in the usual manner, either on protecting-wires crossing the track at certain intervals or on transverse sleepers between the rails. The supplementary conductors are marked a, and are present in every place where the main conductor is interrupted. Where two tracks cross, two Wires 7 and 8 which also cross are provided, and these are conductively connected at'the point of intersection 9, Fig. 4. The line o'l' rail is indicated by 3 in all cases. The locomotive, Fig. l, is iitted with a magneto-machine 4. One pole of this is connected with the frame ofthe locomotive and therefore with the track, while the second pole is connected with the main conductor l by the IOO IIO

bow-trolley 5. The bell 6 is joined up with the current-conductor 10.

Fig. 5 illustrates an arrangement of ordinary points. Here three supplementary conductors 2 come together, from the terminals of which, 11, 12, and 13, wires are led to contact-buttons at the switch-lever. These contactsIv are represented diagrammatically, and are also indicated by the figures 11, 12, and13.

When the points are in the position shown on the diagram, a connection is established through the switch-lever, between the terminals 12 and 13, and between 11 and 14, which latter terminal 14 represents a fourth contact-knob in the switch-lever and is connected with the track marked 3. When the oints are reversed, the switch-lever estabishes connection between 11 and 13 and between 12 and 14, as represented bydotted lines in Fig. 5.

Fig. 2 depicts a complete installation with several points at arailroad-station. Three tracks are provided, and a siding with stopblocks 16.

Figs. 3 and 4 show a set of double points and a crossover from each line to the other. Here there are four directions of movement, marked 17, 18, 19, and 20, and for these four points are provided-namely, 21, 22, 23, and 24. In Fig. 4 the points are properly set, the position being such that trains running in the direction 17 can cross over into the direction 18 and trains running in the direction 19 can cross over into the direction 20. Should, however, two trains attempt to enter the crossing simultaneously the bow-trolley of the train coming in the direction 19 will make contact with the conductor 7 and that of the train coming in the direction 17 will make contact with the conductor 8. Now these two conductors 7 and 8 are conductively connected at the point 9. Consequently the current-circuit is completed and the bells on both engines will ring.

In Fig. 3 the points 21, 23, and 24 are reversed, but the points 22 remain as they were, 'being thus wrongly set. A train coming in the direction 18 would traverse the crossover and either split the points 21 or run off the line; but as soon as the bow-trolley makes contact with the conductor 8 on entering the crossing the signal will sound,

, this being connected with the track through the points 21.

In the crossingvwithout points (shown in Fig. 6) the same thing would happen as in the case shown in Fig. 4. The main conductors are not interrupted, though the two are insulated from each other at the point of intersection and only the wires 7 and 8 are insulated from the main conductor and conductively connected at the point of intersection 9.

At swing-bridges or level crossings the main conductor is not interrupted, the supplementary conductor being connected with a contact-button which moves with the barrier or bridge. l/Vhen the barrier or bridge is opened, Jiihis contact-button is placed in connection with the track, and vice versa.

To detect any injury to the conductor, which would throw the whole signaling system out of working order, sets of automaticcontrol apparatus, as indicated inFig. 7, are provided at the railroad-stations, block-stations, signal-boXes, or the like.

The pointer 26 of the controlling apparatus, which is connected with the track through the center 27, about which it rotates, is set in motion by a train of clockwork. A number of contacts 25, connected with the local, main and supplementary conductors, are arranged in 'a circle round this pointer, and as soon as the latter reaches the contact belonging to a given conductor this conductor is connected with the return-conductor, and if a train is in the section the circuit of the magnet-inductor on the locomotive is completed for a moment, and the bell is rung.

If the device is so arranged that the pointer makes one revolution per minute, each engine-driver will hear a short ring every minute. This signal is therefore an indication that the signaling-conductor is in working order as far as the next station.

The principle of this system of signaling is extremely simple. So long as everything is in order, although the magneto-machine is set going, the current-circuit is not completed, and therefore no current can be induced in this circuit. If, however, the train arrives in the vicinity of an opened bridge, an open barrier, or points that are wrongly set, the danger will beindicated by the continuous ringing of the bell as soon as the bowtrolley on the engine comes in contact with the local supplementary conductor. In that event this supplementary conductor is placed in communication with the track, the current-circuit is completed, and a current is induced therein which sets the bell ringing. Again, if two locomotives or trains are in contact with the same main or supplementary conductor, the circuit is completed and a signal will be sounded at both engines.

The length of the main and supplementary conductors must be so chosen that the driver can bring his train to a standstill in due time.

It is advisable to provide bells not only on the locomotives, but also at the railroad-stations, level crossings, signal-boXes, in the houses of bridge attendants, &c., in order to warn the responsible employee of his negligence, as well as to give warning to the engine-driver.

The principal advantages of the system are, first, the deviceacts quite automatically, and it is practically impossible for the section to be signaled line free when such is not the case. Secondly, it is no longer possible for two IOO trains to approach within dangerous distance of each other. Even by night and in fog the service can proceed without interruption or risk, the signaling being acoustic, and, thirdly, where necessitated by the tra'flic the main conductor may be interrupted at several places between stations, and it is then possible for several trains to be despatched in quick succession. Should in such case two trains be in the same section of the main conductor, the current-circuit would be completed and the bells on each engine would ring.

1. A signaling system for railways involving rails serving as conductors, vehicles to travel on the rails, a main conductor, contacts on the vehicles to travel against the main conductor, electric connections on the vehicles between the respective contacts and the rails, each having a generator and a signal, auxiliary conductors arranged at intervals along a railway and to be traversed by said contacts, and means for putting two auxiliary conductors into electric connection.

2. A signaling system for railways involving rails serving as conductors, vehicles to travel on the rails, a main conductor, contacts on the vehicles to travel against the main conductor, electric connections on the vehicles between the respective contacts and the rails, each having a generator and a signal, auxiliary conductors arranged at intervals along a railway and to be traversed by said contacts, and movably mounted means Jfor putting two auxiliary conductors into electric connection.

3. A signaling system for railways involving rails serving as conductors, vehicles to travel on the rails, a main conductor, contacts on the vehicles to travel against the main conductor, electric connections on the vehicles between the respective contacts and the rails, each having a generator and a signal, auxiliary conductors arranged at intervals along a railway andto be traversed by said contacts, and automatically-operative mechanism for putting two auxiliary conductors into electric connection at intervals.

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

PETRUS JOHANNES PORTMAN. Vitnesses: Ti-roMAs HERMANUs VERI-IAVE, AUeUsT SIEGFRIED DocEN. 

